Electric ship propulsion system



April 11", 19350 H. J. COATES EAL ELECTRIC SHIP PROPULSION SYSTEM Filed Aug. 4, 1934 2 Sheets-Sheet 1 mx mm Q NNN %% mm mm LSEZSSS April 1935. HQJ. COATES H Al.

ELECTRIC SHIP PROPULSION SYSTEM Filed Aug. 4; 1934 2 Shams-Sheet 2 Patented Apr. 16, 1935 UNITED. STATES ELECTRIC SHIP PROPULSION SYSTEM Herbert John Coates, Erdington, Birmingham, and Sydney Albert George Emms, Leamington Spa, England, assignors to The General Electric Company Limited, London, England Application August 4, 1934, Serial No. 738,498 In Great Britain July 27, 1933 6 Claims.

This invention relates to electric ship propulsion systems in which normally port and starboard motors are respectively supplied with power from different generators. In such systems the danger is present that failure of the port or starboard generating plant may cause a vessel to swing sharply and foul a nearby body such as a quay and the chief object of the invention is to remove or lessen this danger.

In an electric ship propulsion system in which normally port and starboard direct current motors are respectively supplied with power from different generators, according to the present invention means are provided whereby upon failure of the port or starboard power supply port and starboard motors are automatically supplied with power from the sound power supply.

Thus in one arrangement it is arranged that upon the occurrence of a state or condition indicative of a faulty generator or prime mover in the port or starboard propulsion plant means influenced by the said state or condition effect a control whereby the sound plant supplies power to the motor or motors of the faulty plant.

Conveniently the main electrical cirbuits of the port and starboard power plants include a common conductor comprising a switching device the opening of which results in the port and starboard motors being connected effectively in series.

Conveniently, moreover, reverse current relays are respectively associated with the port and starboard generating plants and a relay upon operating in response to regenerated current effects operative connection of a motor of the associated plant with a generator of the other plant, this being accomplished merely by the opening of the aforementioned switching device.

Alternatively and preferably, underspeed contact devices are associated with the prime movers or generators and are adapted to effect operative connection of a motor of the associated plant with a generator of the other plant. In yet another alternative, this control may be effected by means of low voltage relays operated by magneto generators driven from the shaft of the prime mover. In addition, in an arrangement embodying either of the last two alternatives, generator field overload relays are provided which operate, upon the occurrence of a short-circuit in the generator fields, to effect the abovementioned control. Preferably, moreover, when port and starboard motors are supplied with power from the same power supply, their fields are weakened for the purpose of increasing the power taken from the power supply. Preferably also means are provided whereby, upon failure of a port or starboard generator or its prime mover, an equalization of the power available for supplying port and starboard motors is automatically effected.

One arrangement in accordance with the invention will now be described by way of example with reference to the accompanying diagrammatic drawings, Figs. 1 and 2, in which are shown the main propulsion current and control circuits for a twin-screw Diesel-electric vessel, having two direct current generators each driven by a Diesel engine and delivering power to two direct current motors driving the screws.

In the drawings, the starboard motor driving the starboard screw is provided with an armature l and a shunt field winding 2 while the port motor driving the port screw 6 is provided with an armature 3 and a shunt field winding 4. The starboard motor is arranged to be supplied with current from the starboard generator having an armature 'l and a separately excited shunt field 8 and driven by a Diesel engine 9. Similarly the port motor is arranged to be supplied with current from the port generator which has an armature 10, a separately excited shunt field winding ll and is driven by a second Diesel engine [2.

Between the generators and motors of both port and starboard sides are arranged double pole changeover make before break switches l3 and M respectively. The starboard switch 13 makes with contacts l5 and i6, making at lower contacts l5 before opening upper contacts i5 and vice versa; in addition an auxiliary switch ll is provided the closure of which is effected on closure of the switch S3 at its upper contacts it. The switch I! is paralleled by underspeed contacts 258A operated by speed responsive means 229 coupled to the generator shaft 9A, upon the generator speed decreasing below a predetermined limit. Similarly the port switch M makes with contacts is and i9 making at lower contacts l8 before breaking at upper contacts l9 and vice versa; in addition an auxiliary switch 20 is provided which opens and closes with the opening and closing of the switch I4 at the upper contact ii). The switch 20 is also paralleled by underspeed contacts 219 operated by speed responsive means 225 coupled to the generator shaft IEA, upon the generator speed decreasing below a predetermined limit.

With the starboard selector switch in its lower position i. e. making at contacts I5 (which is its normal position) the generator motor circuit is completed from one side of the generator armature 3 over the line 2|, left-hand contact 5 of switch l3, line 22, armature of the starboard motor line 23, common line 24, circuit breaker contacts 25 which are normally closed,common line 26, line 21, instrument shunt 28, line 28, right hand contact l5 of switch l3 and line 39, to the other side of the generator armature '1.

In a similar manner, with the port generator selector switch 14 in its normal position in which contacts I 8 are made, the generator motor circuit is completed from one side of the generator armature in over line 3!, right hand contact I8 of switch It, line 32, motor armature 3, line 33, common line 24, circuit breaker contacts 25, line 25, line I'M, instrument shunt 35, line 36, left: hand contact I 8 of the switch I4 line 37 to the other side of the generator armature I 0.

The conductors 24 and 26 which are common to the generator motor circuits of both port and starboard sides are adapted to carry twice the maximum current of a generator.

The common conductor 2 is earthed through a resistance 38 and the coil 39 of an earth leakage protective or alarm relay and the contacts 35 of an earth connection circuit breaker. Across the two shunts 28 and 35 are connected ammeters 4i and 42 and the coils of 43, 44 overcurrent relay devices having contacts I 21 and EM respectively.

Associated with the main contacts 25 of the contactor in the line 24 are auxiliary contacts 415, 55, which are closed when the contactor is in the off position and auxiliary contacts 41, 43, G9, 59 and SI which are closed when the main contacts 25 are closed. This contactor is also provided with an operating coil 5IA.

Referring now particularly to the starboard gear, the excitation current for both motor and generator fields 2 and 3 is derived from positive and negative bus-bars 52 and 53 respectively. These bus-bars, which also supply control circuit current, are energized from an auxiliary generator set, not shown.

The direction of rotation of the motor is determined by the direction of current fiow through the motor field 2. Accordingly an ahead contactor 55 and an astern contactor 56 are provided. The ahead contactor 55 comprises normally open main contacts 57, 58, normally open auxiliary contacts 59, 60 and 6E and normally closed auxiliary contacts 52 and 63 and an operating winding 84. On closing this contactor, an ahead circuit is completed from positive bus-bar 52 over line 65, through contacts 57, over line 68, resistance 6?, line 68, motor field 2, line 59, contacts 58, lines and II, coil I2 of astarboard motor field overload relay having normally closed contacts '13 and a further trip coil M, and line I5 to the negative bus 53. The additional trip coil 74 is arranged to be energized over lines I25, I26 on closure of the contacts I21 which are the contacts of the overcurrent relay device having the coil 43.

Similarly the astern contactor 56 comprises normally open main contacts I6 and 1 I, normally open airxiliary contacts '18, i9 and 30 and normally closed auxiliary contacts 8| and 82 and a closing winding 83. On closing this contactor, an astern circuit is completed from the positive bus-bar 52 over line 81, contacts I6, line 85, line 69, motor field 2, line 68, resistance 6'1, line 66, contacts Tl, line 10, line II, coil 72 and line to the negative bus-bar 53. The main contactors 5 7 and it are arranged when open to complete a circuit through a discharge resistance I 52.

Speed control during motoring is exerted by variation of the generator field voltage, this is eiiected by varying the amount of resistance in series with the field 8. Accordingly in the starboard controller 85 (which will more fully be described hereinafter) there is provided a tapped resistance Bl. This is arranged to be connected in a circuit from positive bus-bar 52, line 88,

, brush BScontacting with studs at or 9| according as movement is to be ahead or astern, sections of the resistance 81, line 92, coil 93 of the starboard generator field overload relay having normally closed contacts 96, normally open contacts 95 and a shunt trip coil 96, line 97, generator field 8, line 98, contacts 95 of the generator field contactor H30 (having an operating coil Iill, an economy resistance Hi2, contacts I03 opening When the main contacts 99 close and auxiliary contacts I84 and I05) and line Im'i to the negative bus-bar 53. The contacts I I33 when closed complete a circuit through the discharge resistance 227.

The starboard controller 86, previously mentioned, comprises a movable element carrying brushes 89 and I96 which are both connected to the positive bus-bar 52 through the line 88. The controller conveniently externally is in the form of a normal type ships-telegraph, and comprises a handle connected to the brush elements 89 and I 06 and having a neutral 01f mid-position from which it can be moved in either direction, one direction corresponding to motion ahead and the other to motion astern. The degree of movement of the handle from the mid-position in either direction determines the motoring speed, by the cutting in or out of the resistance 8'! on engagement of the brush 89 with the various studs of the sets 98 and QI.

The brush I85 is the brush which is concerned with the direction setting; the brush I06 is arranged to engage tail rings I0? and H38 when in an ahead position and tail rings I39, II!) when in an astern position. The ring It? is connected by a line III to one side of the auxiliary contacts 59, '60 and 63 of the ahead direction contactor, whilst the ring I08 is connected by a line H2 with the auxiliary contact GI of same direction contactor. The astern ring I09 is connected by a line I I 3 with one side of the auxiliary contacts I8, l9 and 82 of the astern direction contactor, whilst the ring III] is connected by a line I I4 to the auxiliary contact 80.

In addition to the previously described. relays, there is provided on the starboard side a low voltage interlock contactor for starboard control having a winding H5 connected by lines I IS and III across the motor armature I, and normally open contacts II 8 and normally closed contacts II 9.

The normally open contacts II8 are arranged to be connected in a circuit extending from the positive bus-bar 52 over lines I29 and IZI to one side of contacts 59 and 58 of the ahead and astern contactors. The normally closed contacts I I9 are connected in a circuit from positive bus-bar 52 and either over line III and contacts 63 or over line H3 and contacts 79 dependent on which direction contactor is closed, to a line I22. The other side of the contacts I!!! is connected through a line I 23 and normally open contacts Hi l of the starboard generator field contactor to a line I24.

Referring now particularly to the port gear, the excitation current for both motor and generator fields Q and II is also derived fromthe positive and negative bus-bars 52 and 53 respectively.

The direction of rotation of the port motor .is determined by the direction of current flow through the motor field d. Accordingly an ahead contactor l28 and an astern contactor l29 are provided. The ahead contactor I28 comprises normally open main contacts I30, I3I, normally open auxiliary contacts I32, I33 and I34 and normally closed auxiliary contacts I35 and I36 and an operating winding I31.

On closing the ahead contactor I28, an ahead circuit is completed from positive busbar 52 over line I38, contacts I38 over line I39, resistance I46, line MI, motor field 4-, line I42, contactsI3I, lines I43 and I44, coil I45 of a starboard motor field overload relay having normally closed contacts I49 and a further trip coil I 41, and line I48 to the negative bus-bar 53.

The additional trip coil I 41 is arranged to be energized over lines I 49, I50 and I26 on closure of the contacts I5I which are the contacts of the overcurrent relay device having the operating coil 44.

Similarly the astern contactor I29 comprises normally open main contacts I53 and I54, normally open auxiliary contacts I55, I56 and I51 and normally closed auxiliary contacts I58 and I59 and a closing winding H58. On closing this contactor, an astern circuit is completed from the positive bus-bar 52 over line I5 I, contacts I53, line I42, motor field 4, line MI, resistance I40, line I62, contacts I54, line I43, line I44, coil I45 and line I48 to the negative bus 53.

The main contacts I38 and I53 are arranged when open to complete a circuit through the discharge resistance I53.

Speed control during motoring is exerted by variation of the generator field voltage, this is efiected by variation of the amount of resistance in series with the generator field II. Accordingly in-the, port controller I64 there provided a tapped resistance I65. This is arranged tobe connected in a circuit from negative bus-bar 53, line I96, brush I59 contacting with studs I'iIJ or I1I according as movement is to be ahead or astern, sections of the resistance I65, line I12, coil N3 of the port generator field overload relay. having normally closed contacts I14, normally open contacts I15 and a shunt trip coil I16, line I11, generator field II, line I18, contacts I19 of the generator fieldcontactor 80 (having an operating coil IBI, an associated economy resistance I82, contacts I83 opening when the main contacts I close, which contacts I83 on closing make a circuit through a discharge resistance I81, and auxiliary contacts I34 and I85) and line I86 to the positive bus-bar 52.

The port controller IE4 comprises a movable element carrying brushes I59 and I38 which are both connected to the negative bus-bar 53 through line I55. The controller, which is similar to the starboard controller 86, conveniently external ly is in the form of a normal type ship telegraph and comprises a handle connected to the brush elements I69 and I88 which handle has a neutral oif mid-position from which it can be moved in either direction, one direction corresponding to motion ahead and the other direction corresponding to motion astern. The degree of movement of the handle from the mid-position, in either direction, determines the motoring speed by the cutting in or out of the resistance N55 on engagement of the brush I69 with the stud sets I10 or IN.

The brush I88 is the brush which is concerned with the direction control; the brush I88 is arranged to engage tail rings I99 and I99 when in an ahead position and tail rings I9I and I92 when in an astern position. The ring I99 is connected by a line I93 to one side of the auxiliary contacts I32, I33 and I39 of the ahead direction contactor I28, whilst the ring I89 is connected by a line I94 to the auxiliary contact I 34 of the same direction contactor. The astern ring lSI is connected by a line 95 to the auxiliary contact I51 oi the astern direction contactor 529 and th remaining astern ring 32 is connected by a line I93 to the auxiliary contacts I 55, E56 and 558 of the astern direction contactor I29.

In addition to the previously described relays associated with the port-side gear, there is provided a low voltage interlock contactor having an exciting winding I97 connected by lines I98 and I99 across the motor armature 3, and normally open contacts 29-3 and normally closed contacts 29L The normally open contacts 25.19 are arranged to be connected in a circuit extending from the positive bus-bar 52 over lines and 2533 to one side of contacts and i 5 of the port ahead and astern direction contactors.

The normally closed contacts ZEN are connected on one side in a circuit from the negative busbar 53 and either over line I and contacts I56 or over line I93 and contacts I33 (dependent on which direction contactor is closed) to a line 284 connected toone side of the contacts 29L The other side of the contacts 26 I is connected through a line 265 and normally open contacts I84 of the port generator field contactor to a line 295.

In order that clear understanding of the invention may be attained, there will now be dein the generator-in position in which contacts are respectively made at contacts 55 and I8, the controllers are both in the stop, neutral or on position and all field contactors etc. are open.

Referring now to the starboard side, suppose the controller handle is moved to the forward position for motion ahead, the brush H39 then moves onto the tail rings Ill! and MB and connects these rings to the positive supply bus 52.

A circuit is then completed from bus 52 through the ring Hi1, over line I i i, contact 53, coil 64, line 291, interlock contact 8! of the astern contactor (which ensures that the ahead contactor cannot be closed without first opening the ast-ern contactor), line 298, line 209, contacts 13 and line 2m to the negative bus-bar 53. The ahead contactor therefore closes and in so doing makes a maintaining circuit for itself through the economy resistance 2.

At the same time a circuit is completed from the positive bus-bar 52 through the brush I06, tail ring I91, line Iii, contact Iii line I22, contacts M9 on the interlock contactor, line I23, contact I35 of the generator field contactor, coil IQI of the same contactor, line :2 I2, contacts 94 of the generator field overload relay, line 2I3, contact 41 of the common connection switch 25, line 2M, contacts I3 of the motor field overload contactor and line we to the negative bus-bar 53. Accordingly the generator field contactor 599 closes its contacts 99, making a retaining circuit for itself through an economy resistance I02.

The generator field is then energized and the generator voltage accordingly begins to build up and-the motor commences to run up ahead.

1 At a predetermined setting of the generator voltage, the interlock contactor opens its contacts H9 and closes its contacts i l8. The closing of the contacts M8 causes the ahead contacts to be retained closed directly from the positive bus 52 over the line 829 and line l2l. On the other hand, the opening of the contacts l !9 interrupts one of the retaining circuits for the generator field contactor 568, which, however, is still retained over a second retaining circuit from bus-bar 52, brush H36, tail ring 38, line I I2, contact 6!, line I26 and the remaining part of the similar circuit detailed above. I

The speed control of the motor is then exerted by moving the controller to the various ahead operative positions, the speed being controlled by control of the generator excitation by the amount of the resistance 37 inserted in series with the generator field.

The port motor is run up to speed in an exactly similar manner.

If now the starboard controller is moved from an ahead position into an astern position,

when the brush Hi6 disengages the tail ring tilt, the maintenance circuit for the starboard generator field, previously detailed, is interrupted and the generator field is accordingly de-energized. The motor field ahead contactor 55 is, however, maintained closed over the circuit through the contacts H8; when, however, the voltage across armature l dies away as the generator voltage falls, the interlock relay opens this contact H8 and closes the contact H 9. The ahead direction contactor accordingly opens. The astern contactor then closes since a circuit is completed over brush Hi6 at ring 509 and over line H3, coil 83, line 2E5, interlock contact 62 on the ahead contactor, lines 2%, 289, contacts 73 of the motor field overload relay and line 2! 8 to the negative bus-bar 53. The further sequence of events until the motor is up to speed is thereafter identical with that previously described for the ahead operation.

It will be seen that motor field reversals can only take place with a low voltage from the generato-r and in this manner heavy overcurrents are prevented during reversal.

If now both motors are assumed to be motoring ahead, both controllers being in the ahead position, it will be seen that on failure of the starboard Diesel driving the generator 7, the nnderspeed contacts 2l8A will close and by closing complete a circuit from the positive bus-bar 52 through the trip coil 96 and line 2i8B to the negative bus-bar 53. The contacts 94 are thereupon opened and the retaining circuit for the generator field contactor HEB is immediately opened and the generator field coil 8 deenergized. The contacts 95 are, however, closed with the result that a circuit is completed from the positive bus 52 over line 2H3, trip coil 5| of the common connection switch, line 2 81, contacts 95 and line 2i8B to the negative bus-bar 53.

The common connection switch is then immediately tripped open and auxiliary contacts 49, 41, i8, 5! and 59 are opened whilst contacts 45 and are closed.

It will be seen that the control thus excited by the underspeed contacts 2 5 GA, can also be efiected if the generator switch it is thrown over to close the auxiliary switch H, or if an overcurrent passes in the generator field 8 (in which case the trip coil 93 becomes efiective).

The opening of the switch 95, as previously described, causes the de-energization of the field of the starboard generator, whilst the two motors will then be connected in series with the port generator over lines 37, 36, 34, El, 29, 38, dead armature 7, lines 2%, 22 motor armature I, lines 23, 33, motor armature 3 and lines 32 and 3!. The two motors will then be running in series at half voltage each from the port generator.

The starboard generator can now be removed from the system by throwing over the switch l3 which being of the make-before-break pattern, first short-circuits the dead armature 1 of the starboard generator, and then finally opens this armature circuit, leaving the motor circuits made through the upper contacts it of the switch i3.

As previously mentioned on opening the switch 25 the auxiliary contacts :19 and 58 are opened, so that the short circuit which these normally exert over lines 2I8, 2E9, 223 and 224 on the resistances El and M0 respectively, is removed. Since these resistances are normally connected in the motor field circuits, the insertion thereof in the shunt motor fields which have only half normal armature voltage are enabled to take up a speed which will absorb the full output of the port generator remaining in circuit.

Moreover the contacts 4'! and 33 associated with the common connection switch 25 are opened and the contacts and 46 associated with the same switch are closed. The circuit for the port generator field contactor I88 is then completed from the positive bus bar 52 through the brush Hi5 and ring Hi8 of the starboard controller, over line H2, contacts 6!, line l2 l, contacts 46, line 225, contacts 174 of the port side overcurrent relay, line 226, coil 18!, line 2295, contact 28!, line 2M, contacts l33 of port ahead contactor, line !93, tail ring I50, brush I83, line N55 to the negative bus-bar 53.

Thus movement of either starboard or port controller to or through the stop, neutral or ofi position is now effective to open the port side generator field contactor so that either motor may still be reversed independently of the other, but only when the generator voltage has been brought to low value. Control of speed, however, for both motors then depends on the position of the port controller only.

It must be appreciated that if alternatively the port generator fails, both motors are then fed from the starboard generator.

Alternative to the control effected on failure of one generator, suppose now that both engines are in use and both motors are running, the common connection switch 25 being closed, and that the starboard side motor develops an internal short circuit. A heavy current then flows in the starboard side of the system (any excess ofthis beyond the normal current of the port side fiows via the common connection) and this heavy current on the starboard side operates the overcurrent relay 527 which closes its contacts. The closing of these contacts causes the energization of the trip coil "M of the starboard motor field overload contactor 73 which then opens its contacts 13.

The opening of these contacts causes the deenergization of both the coil of the starboard motor field contactor and the coil of the starboard generator field contactor so that both starboard motor and generator are put out of commission. The port side is still left in operation however. In an alternative arrangement the overcurrent relay of each side may be caused to shut down both sides of the vessel upon the one motor field failing.

Generally, the tripping of the common connection switch and the generator field contactor for a failing engine condition, which is one feature of this invention, can also be appli d if the system is one which permits the two motors to be run relatively ahead and astern only if two engines are in use, but which entails the same direction of rotation for both motors if only one engine is in use.

In such an arrangement, the low voltage interlock would be discarded and the reversal would be effected by reversal of the generator field only and control would be effected solely, by the controller associated with the sound engine remaining in operation. With this arrangement, in the very remote possibility of the starboard engine failing at the period when the port motor was running ahead from the port generator and starboard motor was running astern from the starboard generator, the result of opening the starboard field contactor and the common connection switch, would be that the starboard motor would first come to a stop and then run up again in the ahead direction leaving all control on the port controller and the vessel would automatically revert to single screw effect in operation although of course both screws would be in operation.

Generally, when the port and starboard power plants each include more than one motor or generator and one or more motors are arranged to be connected in series, upon a machine being rendered inoperative, other machines remaining in operation, adjustment means provided for controlling the motor or motors remaining in operation may automatically be effected in order to regulate the speed and/or output of the motors to a suitable or emcient value. Thus if there are two port motors and generators one generator fails the field strength of the motors associated with the remaining generator is automatically weakened, whilst if one motor fails the fields of the associated generators are weakened.

It will be seen that a feature of the invention consists in the provision of means whereby upon failure of a port or starboard generator or its prime mover an equalization of the power available for supplying port and starboard motors is automatically effected. Thus when there are a plurality of port generators and a plurality of port motors, and, for example, a port generator fails, according to a modification the means responsive to such failure automatically renders inoperative a sound starboard generator, whereby the powers driving the two sides of the ship are equalized.

We claim:

1. An electrical ship propulsion system comprising a direct current port propulsion motor, a direct current starboard propulsion motor, generating means for the respective motors including a direct current generator and a prime mover for driving the generator, electrical circuits and connections for operatively associating the propulsion motors with the same or different generators, means responsive to abnormal currents and voltages in said generator-motor circuits resulting from faulty operation of a generator, and switching means in said circuits arranged to be operated by said responsive means to cut out the faulty generator and connect its motor with the other generator whereby both motors are operated from a single generator.

2. An electrical ship propulsion system comprising a direct current port propulsion motor, a direct current starboard propulsion motor, generating means for the respective motors including a direct current generator and a prime mover for driving the generator, electrical circuits and connections for operatively associating the propulsion motors with the same or different generators, means responsive to abnormal currents and means responsive to abnormal voltages in said generator-motor circuits resulting from faulty operation of a generator and switching means in said circuits arranged to be operated by said responsive means to cut out the faulty generator and connect its motor with the other generator so that both motors operate from a single generator.

3. An electrical ship propulsion system comprising a direct current port propulsion motor, a direct current starboard propulsion motor, gen erating means for the respective motors including a direct current generator and a prime mover for driving the generator, electrical circuits and connections including switching means arranged operatively to associate the propulsion motors with the same or different generators and reverse current relay means adapted, upon failure of a generator connected and operatively associated with one of the motors, to effect operation of said switching means so as to associate both motors with the other generator.

4. An electrical ship propulsion system comprising a direct current port propulsion motor, a direct current starboard propulsion motor, generating means for the respective motors including a direct current generator and a prime mover for driving the generator, electrical circuits and connections including switching means arranged operatively to associate the propulsion motors with the same or different generators and underspeed contact means adapted, upon failure of a generator connected and operatively associated with one of the motors, to effect operation of said switching means so as to associate both motors With the other generator.

5. In combination in an electrical ship propulsion system as in claim 4, overload relay devices connected in the field circuits of said. generators and arranged to effect operation of said switching means to connect the two motors to a single generator.

6. An electrical ship propulsion system comprising a direct current port propulsion motor, a direct current starboard propulsion motor, generating means for the respective motors including a direct current generator and a prime mover for driving the generator, electrical circuits and connections for operatively associating the propulsion motors with the same or diiferent generators, means responsive to abnormal currents and voltages in said generator-motor circuits resulting from faulty operation of a generator, switching means in said circuits arranged to be operated by said responsive means to cut out the faulty generator and connect its motor with the other generator and means brought into action by said switching means for inserting resistance in the field circuits of the motors to weaken the fields thereof while operating from a single generator, whereby the effective power of said generator is increased.

HERBERT JOHN COATES. SYDNEY ALBERT GEORGE EMMS. 

